Inteilnal-cciceustion engine



Jan 29 1924. 1,481,955

E. R. BURTNETT INTERNAL COMBUSTION ENGINE Filed June 27, 1922 ZSheets-Sheet 1 yz i.

Jan. 29, 1924.

E. R. BURTNETT INTERNAL COMBUSTION ENGINE Filed June 27. 1922 2Sheets-Sheet 2 mam m mm. Wm N HI HI I. \Q .ii l r i| j. W Nh mm Wm. a 07MW 9 Am r i. h Q Q J j N J! MWI Wm mmH NW SW MIMII hum nu Q WW n n u W21 Wk %W H kw Patented Jan. 29, 1924.

UNFTED STATES EVERETT R. BURTNETT, 0F LOS ANGELES,

CALIFORNIA, ASSIGNOE OF ONE-HALF TO HOMER, A. BRUNNELL, OF LOS ANGELES,CALIFORNIA,

INTERNAL-CG1VEUSTION ENGINE.

Application filed June 27,

To all whom it may concern Be it known that I, Evnnn'r'r R. BUaTNn'rT, acitizen of the United States, residing at Los Angeles, in the county ofLos Angeles and State of California, have invented certain new anduseful Improvements in internal-Combustion Engines, of which thefollowing is a specification.

The conventional internal combustion engine operating either on the twoor four cycle principle and charged with gaseous fuel, vaporized by acarbureter or other metering means, is throttled by the long practicedprinciple of strangulation, and which action is usually accomplished bythe use of a butterfly valve, located in the main header portion of theinlet manifold, directly behind the venturi structure of the carburetor.One or more inlet valves are provided for each cylinder, also one ormore exhaust valves, or valve port means.

Conventional practice is, to time the inlet valves sothat they will beheld open for the full duration of the inlet or induction stroke of thepiston, and if two inlet valves are used, to time them in synchronismwith each other. This establishes a constant time duration of opening ofthe inlet valve port, for any engine speed or power output. Theprinciple is, in effect, the starving of the engine cylinder, of volumeduring the induction stroke, for, with an engine having a given bore andthe piston within the bore travelling a given stroke, the outward strokeof the piston results in the addition of a given cubic displacement tothe total internal cubic space within the cylinder.

In all conventional engines, this piston stroke displacement isconstant. If totally displaced by the induction of a. complete newcharge at atmospheric pressure, the initial pressure will be constant,and the charge compressed by the inward stroke of the piston into thecylinder clearance of the desired ratio ofspace proportionate to thespace displaced by the piston travel, to obtain the desired compressionratio, the compression pressure will also be constant. Under suchconditions, assuming that the charge is of a given. mixture strength,the pressure of combustion will be constant and this will result in aconstant power output.

The power demand upon internal combustion engines, and especially thoseused in the automobile, tractor and airplane, is notcon- 1922. SerialNo. 571,240.

stant. Instead, it is subject to physical variation following the willof the operator. Hence the demand for a variation of the power output.

The butterfly valve is used for variable control, closing and openingthe fuel passage common to all cylinders, controlling the initialpressure by the variation of the ratio of volume admitted to thecylinder, proportionate to the total displacement of the pistonstroke,and as the initial pressure is reduced, the compression pressure iscorrespondingly reduced. It is a demonstrated and accepted fact thatthermal efficiency improves with the increase of compression.

iVith present fuel, such as volatile liquid hydro-carbon, compressionpressures are restricted to certain limits, owing to the resultingknocking or detonation occurring when certain compression pressures arere duced. Therefore, with an engine having a given compression pressureat which the power and fuel economy is found to be the greatest, anyreduction in that compression pressure consequential of a reduction inthe volume admitted and the lowering of the initial pressure resultingfrom the closing of the butterfly valve to throttle the engine, meansinefficient engine operation.

Therefore it is the prime object of my invention to provide in an enginea constant initial and compression pressure, and secure a variation ofthe power output by variation of the proportion of gaseous mixture admitted to the cylinder, in ratio to the total cubic displacement demand.

With conventional engines operating with the strangulation throttle.system, designers have endeavored to construct-the fuel admission meansso as to cause as great a turbulance within the cylinder as possible. Itis my idea to reverse this action, for in conventional engines theresidue or portion of the products of previous combustion remaining inthe cylinder clearance is more or less equal in volume at a givenpressure to the volume of the new charge admitted to the cylinder whenthe engine was throttled by strangulation, and this action results in avery high dilution of the small quantity of fresh charge, by the spentnon-combustible volume.

Since this dilution could not be prevented, owing to the conventionaldesign, it was found desirable to make the dilution as thorough aspossible, and to attain a uniform combustion, for if the gaseous mixtureremained in more than one stratified pocket, each intact and separatefrom the other -pool?ets'of fuel mixture by a noncombusti- "ternalpressure causes thepl'1enomenon of 'detonatioirthat is so detrimental tothe'engine Where high compression is attempted, for, the higher thecompression, the higher the combustion pressure, likewise thgreater thevariation of internal pressureresulting from the separate burning ofportions of the "charge.

Therefore it is one of the pu'rposesof my invention to'stratify thecharge, completely fill the c linder at alltimes andobtain aconstantinitial pressure, satisfy the -d1splacement demand of the piston duringthe suction'stroke withanunert volume, and control 'the variation ofthegas mixture ad- {mitted and-the consequent power-output by avariation of the time proportionate to the s time interval ofthat'portion of the induc-' tion str( l that the gas mixture ispermittedtoenter the cylinder, and which gas mixture alwaysenters the combustionchamber last and begins to enter when'the piston has yet "to createthedisplacement beyond any given point-of the stroke.

The combustion chamber since the inert portion and the fuel mixtureportion ofthe charge enter the cylinder" through the 's'ani'e valve,with the inert por- *tion entering first andthe fuel portion last,lhenastl'iepistoirmoves inward onthe compression stroke, the inlet valvehaving closed said fuel portion willbe compressed in an intact volume 1nthe remote cornerthrough which it entered,-and it is here that theignition means is located.

Thus it will be seen that, since turbulence is prevented, and dilutionof the fresh charge eliminated, the iuelcharge admitted 'can be of muchleaner mixture than is ordinarily"required, The narrow channel effeetofthe combustion chamber clearance prevents eddying of the ingoingcharge and, asthe volume movement is free for the full duration of theinduction stroke, stratiiication ofthe charge will be complete As willbe hereinafter described, I have 'providedmeans for discontinuing thesupply of inert volume (which enters the cylinder through the one inletvalve common to "both admission purposes) and beginning the supplyof'fuel mixture at any desired time of my improved engine is designed sothat the inlet valve occupies the reinotest end of the combustion.chamber or cylinder clearance. Therefore,

" insists during the induction stroke of the piston,

there being but one volume element entering the cylinder at a time, andeach element entermg by the same valve port, the cutoff between the twobeing'variable, as desired in throttllng.

The very small quantity of undiluted fuel nnxture thus admitted,confined and compressed direc lyaround the terminals of the radiation,as would be the case in conven tional engines where theCOHlbUSiLlblGPtLlt-lcles occupy the whole of the compression clearance,and are confined within and adj acent to the total externally cooledwall area of the cylinder clearance.

Since the power obtainable from an'engine of a given size and the fueleconomy in operation depend upon the compression of fuel charge, andsince the limit of compression pressure is restricted by detonation, itbecomes necessary to providcmeans to raise the compression withoutincurring detonation. Stratification of tl1e"charge pen nnts relativelyhigh compression Without incurri 5' detonation and the more complete a vthe charge stratification the more effective the result.

The principal objects of my invention are to provide simple "andefficient means for effecting a stratification of the charget-aken intothe combustion chamber of the engine and to provide means forthrottling, bycontrollable means, the variable time duration of the fueladmission period inratio to the total time period of the induct-ion orsuction stroke of the piston.

Therefore I propose to produce an internal'combustion engine operatingwith con stant initial pressure andconstant compression, but withvariable fuel supply, the throt tling being accomplished by thevariation of the time after the beginning of thesuction stroke of theworking piston, so that the gaseous mixture is permitted to enter thecylinder through the inletvalve and the admission of inert air, orproducts of theprevious con'ilmstion taking place through the same inletvalve, for the full'period of variabletime "li'ron'i the beginning ofthe=suotion or inlet stroke of the Working pistonaintil' such time asthe gaseous mixture is allowed to enter. Thus, constant volume is admitted to 'the cylinder without the high vacuulnthat results in theundesirable oil umping.

A further object of my invention is to provide an internal combustionengine that receives, at all speeds and at all loads, a constant volume,a constant compression and a stratified charge, and further to providean engine having exhaust and inlet valve to each cylinder with theexhaust valve located so that the full charge entering the cylinderduring the admission stroke, passes directly over and around saidexhaust valve, thereby serving to materially cool the same.

In my proposed structure, the inlet valve functions for the admission ofan inert volume for any desired first portion of the admission strokeand also for the admission of gaseous fuel mixture for the desired andremaining part of the admission stroke, the proportion of fuel mixtureadmitted being in direct ratio to the total volume content admitted bythe throttling means and this proportion or ratio is controlled by theaction of a sliding cutoff member, one for each.

cylinder, but actuated in synchronism, in multiple cylinder engines.

In my improved engine, the variation of the power developed iscontrolled by means regulating the ratio of gaseous mixture (of anyrichness desired) admitted to a portion of each charge to the inertbalance of content that makes up the total displacement.

The combustion chamber clearance occupied by the compressed charge isformed so as to aline the valves in the plane of the volume travel oradmission charge col umn movement, one before the other and located in anarrow pocket that forms a part of the combustion chamber, with theinlet valve in the furthermost end from the main part of the combustionchamber directly over the working piston, and the spark plug beinglocated in the extreme end of this narrow pocket and the exhaust valvebeing seated. between the inlet and the working cylinder.

The object of this form of combustion chamber is to. provide means forstratifying the charge and causing it to remain so, until ignited, alsoto allow for the cooling of the exhaust valve by the inlet charge whichalways flows directly over it.

It further object of my invention is to provide an L-head valvestructure with a removable head for valve attention, the valve seatsbeing on a plane at an angle relative to the axis of the cylinder, thusminimizing obstruction to the free or flow column movement of theingoing charge or outgoing products of combustion.

A. further object is to provide an engine having an inlet and exhaustvalve arranged one behind, the other and centered on a radius linedirectly from the main cylinder axis, instead of side by side, withvalve centers on two separate radius lines.

This improved arrangement results in a narrow channel structure throughwhich the admission charge must fully occupy in its circulation movementon entering the cylinder between the inlet valve port and thedisplacement created by the outward stroke of the working piston.

The formation of the combustion chamher as described causes the residueproducts of the preceding combustion that occupy the whole of thecylinder clearance at the end of the exhaust stroke and at the beginningof the inlet stroke, to pass inwards toward the displacement created, bythe outward movement or suction stroke of the working piston, suchmovement taking place in advance of the new charge entering the cylinderthrough the inlet valve port and channel.

The combustion chamber thus formed is intended to reduce turbulence to aminimum and to entirely eliminate the mixing of the new charge with thequantity of residue products of combustion remaining in the cylinderclearance at the beginning of the new charge induction period.

In my improved engine, the half speed valve mechanism driven from theengine shaft operates harmoniously and in accord with the four strokecycle and is a common actuator to both poppet and slide valves, for itincludes a. combined cam and crank shaft.

My invention contemplates an engine having an inlet valve and an exhaustvalve for each cylinder, said valves opening directly into thecombustion chamber of said cylin der and a slidably mounted chargeselector, arranged for adapting either inert air or any other desirablevolume passage means, with the inlet valve of the combustion cham herduring all or any variable part of the induction stroke and, gaseousfuel mixture volume passage means with the said inlet valve, during theremaining total time ot the induction stroke, after the cut ofl' of theinert air passage means.

Thus I provide a constant inlet passage registration with the directinlet valve of the combustion chamber, for the full period or durationof the inlet stroke and means for controlling the variation of the ratioof gaseous mixture (of any externally vaporized mixture strength)included in the volume of each induction stroke.

A further object of the invention is to provide, in an internalcombustion engine, a combustion chamber formed so as to provide avariable division of the charge volume content and produce astratification of the induced and compressed charge, thus permitting theinstant and complete combustion ot a small quantity of gaseous mixtureand the heat of such combustion spending itself in wave velocity throughthe remaining portion of the confined compressed fit charge (incharacter, a quantity of inert air or cooled returned products ofprevious combustion), thus creating ahigh volume non-detonatingexpansion action.

Under such conditions, ,the mass or the inert charge absorbs the heat ofcombustion .oi that portion 01 the chargmthat is of a combustiblequality and the heatabsorption rosulting in quantity expansion, thusbalancingthe small extreme with the greater moderate quantity andcreating amore steady, refined internal combustion and obrainingmaximui'n expansion from minimum heat units.

A further object of my invention is to provide an internal combustionengine that operates with a stratified charge and the inlet portion ofthe charge absorbingthe heat of combustion, therebymoderating thetemperature of the whole content and re ducing engine temperatures,piston temperatures and valve trouble.

My invention consists in certain. novel teatures'of construction andarrangement of parts that will be hereinafter more fully described andclaimed, and illustrated in the accompanying drawings, in which:

; Figure 1 is a vertical section taken through th'e center of one of thecylinders otmy improved engines; 1

Figure 2 is an enlarged section taken approximately on the'line 2-2 ofFigure -1; Figure 3 an enlarged cross section taken .onthge line 33 ofFigure 1.

--li6'f611'l11g by numerals to the accompanying drawingawvhichillustrate a practical embodiment of my invention, 10 designates thecrank case which maybe of any suitable form, and constructed in two ormorepart-s, and the end walls of said case are provided with bearings 11for a crank shaft 12.

l ormed integral with the upper portion of the crankcase are one or morecylinders, such as 13, and arranged for operation within each cylinderis a piston such as 141. .Each piston is connected to a crankoi theshaft 12-by a pitman such as 15. Removably secured to the top orcylinder block 13 is a headiblock 16, in which is'formedan upwardlytaperingchamber or throat 17, the lower end thereof communicating withthe upper end of the piston chamber within the cylinder.

Block 16 is formed with a lateral extension 18, that is preferablyinclined approximately forty-live degrees relative to horizontal andvertical planes, and formed in the upper portion of said extension is arelatively small chamber or pocket 19 that performsthe multi-itunctionsof an inlet duct or passageway for air and gaseous fuel, an

outlet duct or passageway for burnt gases or products of combustion, astratification chamber. for the compressed gaseous fuel, inert air, andproducts of combustion and ma -est also as :npocket tor the.gzon'ilnistion the rcsscd gij eons iuel charge.

1 m neddnitlai. lower portion of extension 1 and immet atel to therearoft throat 17 is an exhaust duct 20, the inner end thereof communicallugwiththe pocket 19 and the outer. end. communicating. with an pipe 21that leadstromthe side t tlie head.

l ormed in e7 55! is a d Eli t nsion 181p the rearot duct ue., cooledproducts oi coinlllc lllifi t-lle upper end of said with the rearportion lower end communicatot pocket. 1%) and it This cylimler. isprclerably itormedintewith the side oi extensmnldand it occupiedby saidextension, and by virtue of such position the axiso'f said cylinder isdis posed.approximately 'i'orty-five degrees relative to the axis ofcylinder 13.

Secured on ,top of block 16 and extensions 1?. and closing the pocket19therein is a head plate 2%, andi ormed integral with the sidethereot isa short. cylinder 25jthatfits directly, upon and forms a continuation ofthe, cylinder 23. floated in the upper end of cylinder 25 is a ring 26that carries a strainer 21' of reticulated or ioraminous material.

Heated in plate 24;, preferably. at a point above the upper end of inletduct 22, is n sparkplu 28. Plate-2i isiorrned with a charmer-.29 throughwhich agttluid cooling medium, suchas water, is adapted to circulate andsaid chamber communicates. di rectly with similar chambers 30 and 31that are formed in head block 16 and cylinder 13, respectively.

Chamber 30 is 01' ampleproportions and surrounds throat 1?, pocket 19and ducts, 20 and 22, while chan'iber 31 is formed inthe upper portionof the wall 01 cylinder 13.

Formed integral with the lowerportions of extension 18 and cylinder 23is an inclined housing 32, the lower port-ion'of which rests upon and issecured to a horizontal plate 33 that forms a part of crank case 10.

dour-nailed .in bearings 34in the end walls oithis housing is a combinedcam and crank shaft 35 that is driven at half the speed of shaft 12,preferably,bymeans'of a chain 36 that passes around a relatively smallsprocket wheel 3'? on crank shaft 12 and a larger sprocket EWliQtl 38 onshaft 35. Shaft 35 is provided with a crank 39, in alinement with thecylinders 23 and 25 and arranged on said shaft to the side of said crankare cams 10 and 11.

l ormed through the wall of cylinder 23 directly opposite to the lowerend of .duct 22 is an inlet opening 42, to which is connected gaseousfuel supply pipe 43.

ageway 22 for the inlet with the intermediate portion oif the;QlHtHJlJG-l' within a cylinder 2? Arranged for reciprocatory movementwithin cylinders 23 and 25 is an open ender sleeve valve 44, havingformed therein oppositely disposed ports 45 and 46 and which latter arenormally in communication with ports 22 and 42, respectively. Theseports 45 and 46 are approximately half the width of the ports 22 and 42.

Projecting from the lower portion of sleeve 44 is a wrist pin thatreceives the bifurcated end of a crank arm 48 and the latter beingcarried by a rock shaft 49 that is journaled in the side wall of housing82. The outer end of this shaft 49 carries a crank arm 50, to which maybe connected a manually operable rod 51.

The parts just described provide eii"ective means for reciprocating thesleeve 4-9 within the cylinders 23 and 25 and consequently shifting thepositions of the ports 45 and 46 relative to ports 22 and 42. Ar

ranged for reciprocatory movementiwithin I the sleeve 49 is acylindrical selector valve 52, having in its upper port1on a port 53that is normally in communication with the chambers in the upperportions of sleeve 44 and cylinder 25 and the lower end of said port 58being adapted to register with ports 45 and 22.

Formed through the central portion of valve 52 is a transverse port 54that is adapt ed to register with and establish communication betweenports 45 and 46. Connected to a wrist pin in the lower end of valve 52is the upper end of a pitman 55, the lower end thereof being connectedto a crank 56 on shaft 35.

Normally resting upon a valve seat that is formed at the upper end ofduct 22 is an inlet valve 57 having a stem 58 that is arranged forsliding movement through a bearing 59 in extension 18 and associatedwith said valve stem is an expansive spring 60 that normally retainssaid valve upon its seat. The lower end of stem 58 rests upon a bearingmember 61 that is adjustably seated in a short lever 62, and the latterbeing pivoted at 63 to the housing 32 and its free end bearing on cam40.

vNormally resting upon a seat that is formed around the upper end ofexhaust duct 20 is an exhaust valve 64 having a stem 65 that slidesthrough a bearing 66 in extension 18, and said stem being provided witha spring 67 that normally holds said valve upon its seat.

The lower end of the stem 65 bears upon a member 68 that is adjustablyseated in a lever 69, pivoted at 70 to housing 32 and the free end ofsaid lever bearing on cam 41. The operation of my improved engine is asfollows:

At the termination of each exhaust stroke of piston 14 there remains inthroat 17 and pocket 19 a relatively small volume of burned gases orproducts of combustion.

At the beginning of the suction stroke of the piston or shortly after,cam 40 actuates lever 62 to open inlet valve 57, at which time valveselector 52 is moving upwardly with port 53 in registration with port45. it will be understood that sleeve 44, having ports and 46, isadjusted vertically within cylinders 23 and 25 to vary and regulate theposition of said ports with respect to ports 22 and 42, such adjustmentbeing accomplished by manual actuation oi? rod 51.

As long as port 53 is in registration with port 45, inert air of cooledproducts of combustion (from. a suitable container connected to cylinder25) will be drawn through strainer 27 and will pass through cylinder 25,port 58, port 45, duct 22, past open inlet valve 57, through pocket 19directly over exhaust port 64 and through throat 17 into the pistonchamber within cylinder 13, which latter gradually increases in capacityas the piston continues its downward or suction stroke. The body of airor cooled products of combustion thus entering the piston chamber forcesthe products of combustion previously left in the throat 17 and pocket19 downwardly within the piston chamber and such products of combustiontake the form of a stratum that lies directly on top of the head ofpiston 14.

During the latter portion of the suction stroke of the piston selectorvalve 52 moves upward so that the lower end of port 53 moves out ofregistration with port 45 and immediately the upper edge of port 54moves into registration with ports 45 and Thus the inlet of air is cutoil and during the final portion of the suction stroke of the piston,gaseous fuel will be drawn from supply pipe 43 through ports 46, 54, 45and 22 past open inlet valve 57 (which is gradually closing) into pocket19, over exhaust valve 64 and through throat 17 into the piston chamberon top of the body or stratum of inert air or cooled products ofcombustion and which latter, it will be understood, overlies the stratumof products of combustion that lies directly on top of the piston head.

As the piston approaches its low center, inlet valve 57 closes, therebycutting off the further ingress of air and on the succeeding upwardtravel of the piston, the products of combustion. inert air and gaseousfuel drawn into the piston chamber will be compressed within pocket 19and throat 17, with a compressed stratum of gaseous fuel in the upperportion of pocket 19, between inlet valve 57 and the terminals of sparkplug 28, a stratum of compressed air or cooled products of combustion inthe lower portion ofchamber directly over-e haust valve 64; and acompressed stratum oi": products of combustion directly above the headof the piston and within throat 17.

At the point ot' highest compression or inimediately thereafter a sparkis produced be tweenthe terminals of the electrodes of the sparkplug,thereby igniting the charge of gaseous'fuel that 'is compressed withinthe upper portion of pocket 19 and the force of the resulting-explosionis transmitted to and through the strata of air and products ofcombustion and is delivered directly onto the head of the piston todrive the same downwardly on its power stroke.

As the piston approaches its low center cam 41 actuates lever (39 toopenexhaust valve 6a and on[ the succeeding upward movement of thepiston the burned products of combustion will be discharged throughthroat 17 past open valve 64; and through duct 20 to exhaust pipe 21. Asthe piston reaches its high center, the exhaust valve closes, therebyleaving within throat l7 and chamber 19 a relatively small volume ofburned gases, and which latter will, on the succeeding suction stroke,be drawn into the piston chamber in advance of the inert air or cooledproducts of combustion in the manner heretofore"described. Thus it willbe seen-that I have produced an engine that is of relatively simplestructure, capable of being readily assembled or taken, apart and whichwillproduce a relatively high degree of power with minimum fuelconsumption.-

As; hereinbefore stated, the decided advantages gained in the engine ofmy im proved construction are the results of charge stratification andthe throttling, by' controllable means of variable time duration of the:tuel admission ,period in ratio to the total time period of theinduction stroke o'f the engines piston.

Obviously, nunor changes in the size,"form= and construction of thevarious parts of my iiriproved'enginemay be made and substituted" forthose herein shown and described without departing from the spirit ottthejnvention, the scope of which is set forth in the appended claims.

,Having. thus described my. invention, 1 claim:

1.- An internal combustion engine having a" pocket that is directlyconnected to the piston chamber, said pocket being provided with avalved inlet port, and means f0rsuccessively admitting air and gaseousfuel into sa'id'pocket through said valved inlet port.

2.1m internalcombustio'n engine having a pocket that is directlyconnected to the piston chamber, said pocket being provided means forsuccesgaseous fuel 1nto valved inlet port,

with a valved inlet port, sively admitting airy and said pocket throughsaid-- insi ts pocket being prov'ded with valved inlet and exhaustports, the valve of the exhaust port being arranged to close prior tothe 'd1scharge of all of the products of combustion from said pocket,and means for admitting lnsuccession air and gaseous; "fuel through saidinlet valve into said pocket;

4-. An internal combustion engine having a pocket that is in directcommunication with the piston chamber, said pocket being provided withan inlet port and an exhaust port, and meansassociated with said inletport; for admitting into said pocket a volume oii'inert air and a chargeof gaseous fuel.

5. An internal combustion engine having a combustion pocket that is'directly: connected at one end to the piston chan'lber ot the engine,and means for admitting through a single inlet'port avolume of inert airinto the opposite end of said pocket, and for admitting charge ofgaseous fuel immediately succeeding'the admission of the volume of inertair.

. 6. An internal combustion engine having a pocket that communicates atone end with the piston chamber, said pocket bein provided with valvedinlet and exhaust ports, witht-he exhaust port arranged between theinlet port and the piston chamber, a chamber in communication with theinlet port, a sleeve arrangedfor operation within said last mentionedchamber, and a valve arranged-tor operation within said sleeve, saidsleeve and" valve being provided withports sleeve arranged" foroperation within said last mentioned chambene valve arranged foroperation within said sleeve, said sleeve and valve being provided withports that are adapted' to control the inletof air and gaseous fuel intothe inlet port of said pocket, and nieans for operatingthe valve withinsaid sleeve.

8. An internal combustion engine having: a pocket that communicatesatone end \Vlth the piston chamber, said pocket being-provided withvalved inlet and exhaust ports, with the exhaust port-arranged betweenthe inlet port and the piston chamber, a cham- 7. An internal combustionengine having! her in communication with the inlet port, a sleevearranged for operation within said last mentioned chamber, a valvearranged for operation within said sleeve, said sleeve and valve beingprovided with ports that are adapted to control the inlet of air andgaseous fuel into the inlet port of said pocket, means for operating thevalve within said sleeve, and means for adjusting said sleeve so as tovary the position of its ports relative to the ports in the enclosedvalve and in said inlet valve.

9. An internal combustion engine having a combustion pocket that isdirectly connected to the piston chamber, a poppet valve controlledinlet port communicating with said pocket, a second chambercommunicating with said inlet port, an adjustable sleeve arranged withinsaid second chamber, a piston valve arranged for operation within saidsleeve and said sleeve and piston valve being provided with ports thatare adapted to coincide with each other and with said inlet port.

10. An internal combustion engine having a combustion pocket that isdirectly connected at one end with the piston chamber, means associatedwith said engine for admitting inert air into said combustion pocket ontop of the products of combustion remaining therein and resulting fromthe combustion of the previous ignition of gaseous fuel within saidcombustion chamber, and which inert air admitting means is alsoeffective in admitting a predetermined volume of gaseous fuel on top ofsaid volume of inert air and which products of combustion, inert air andgaseous fuel are compressed in strata form on the succeeding compressionstroke of the piston within the piston chamber.

11. In an internal combustion engine having a piston chamber and aninlet port comninnicating therewith means for supplying either air or agaseous fuel volume to said inlet port for the duration of the inductionperiod of the cycle, said means being adjustable so as to vary the timeduration of either the air or gaseous fuel volume in relation to eachother and the variable duration of the air and gaseous fuel supplyequaling the time duration of the induction period of the engine.

12. In an internal combustion engine having a combustion chamber and aninlet valve controlling a port leading into said chamber, means forsupplying two volumes of differentgaseous substance and means betweensaid inlet valve and the sources of supply for discontinuing the supplyof one gaseous substance and beginning the supply of the other gaseoussubstance at any point in time ratio to the open time duration of saidinlet valve, said inlet valve timing the combined gaseous substanceinduction duration to the combustion chamber and said means between theinlet valve and sources of supply, timing the variation of each gaseoussubstance supply in time duration to the opening of said inlet valve.

18. In an internal combustion engine hav ing a combustion chamber and aninlet valve controlling a port leading to said chamber, means foradmitting, in succession to said port, While the valve thereof is open,a volume of air and a volume of gaseous fuel and a portion of saidvolume admitting means being adjustable so as to control the duration ofthe respective admission periods.

In testimony whereof I have signed my name to this specification.

EVERETT R. BURTNETT.

